2.1. The main causes of pressure drop in the brake line
trains are:
Separation of brake hoses or other violation of integrity
brake line as part of the train;
Breakage (self-release) of the automatic coupler as part of the train;
Departure of the rolling stock with violation of the integrity of the brake
highways;
Failure of the stop valve in a passenger train.
2.2. Signs of a drop in pressure in the brake line of the train
are:
Decrease in speed that does not correspond to the track profile;
Frequent switching on of compressors;
Rapid depressurization of main tanks after shutdown
compressors with non-working sandboxes and typhons;
Operation of the signaling device of a rupture of the brake line with
sensor no. 418.
The main control over the integrity of the brake line of the train
carried out by the driver on the control devices located in
control cabin.
2.3. The procedure for the train driver in the event of a pressure drop in
brake line of a passenger train, MVPS.
When pressure drops in the brake line of the passenger (postal
baggage, passenger-and-freight) train, MVPS driver must apply
emergency braking by setting the driver's crane handle to the position
emergency braking, and the auxiliary brake handles to the extreme
braking position to a complete stop. When using emergency
braking system must be used
sand under wheelsets. The sand supply must be stopped at a speed
movement 10 km/h.
2.4. The procedure for the driver in case of pressure drop in the brake
freight train lines.
If, when a freight train is moving, its speed without bringing it to
brake action is not reduced, but there are signs of a possible rupture
brake line, the driver must immediately turn off the traction, by 5-7
sec, move the driver's crane handle to position III (overlapping without
supply) and observe the pressure in the brake line, while:
If there is a rapid and continuous pressure drop in the brake
highway or a sharp deceleration of the train, not corresponding
track profile, perform service braking, after which the crane handle
driver to transfer to position III and stop the train without using
auxiliary brake of the locomotive;
If there is no rapid and continuous pressure reduction in the brake
highway and a sharp deceleration of the train, to make service braking on
the value of the first stage, then release the brakes in the prescribed manner;
In case of repeated braking of the train due to spontaneous
actuation of autobrakes in the composition, to brake and release autobrakes
in accordance with the established procedure, notifying the DSC or DSP about this and declaring a control
checking the auto brakes, having agreed with the station for its implementation.
2.5. The procedure for transmitting information about a train stop for a reason
pressure drop in the brake line.
When the train is forced to stop due to pressure drop in
brake line, the driver (assistant driver) is obliged to the established
order to announce by radio the place and reason for the stop of the train, pointing to
lack of information about the presence of the gauge of the rolling stock.
2.6. The order of inspection of the train.
When the train stops due to a pressure drop in the brake
line, the driver must send an assistant driver for inspection
of the train, having previously instructed him on the procedure.
Before leaving to inspect the train, the assistant driver must:
Write out the number of the tail car from the certificate of brakes form VU-45;
Take signal accessories with you, a lantern at night;
When a freight train stops on an unfavorable profile, take
brake shoe for securing wagons;
To determine the cause of the pressure drop in the brake line
inspect the entire composition of the train;
- having reached the last car, check it with the number indicated in the certificate
forms VU-45, make sure that there are tail signals on the car, and also that
that the limit valve is in the closed position , and the brake sleeve
line is suspended on a bracket (in a passenger train, additionally
check with the conductor of the tail car).
Inspection of a passenger train is carried out jointly with the head
train or train electrician.
2.7. Procedure for disconnecting the brake hoses or other
violation of the integrity of the brake line as part of the train.
When detecting the separation of the brake hoses, the locomotive crew
Inspect them, if necessary, replace them (remove them from the tail
wagon or locomotive) and connection, making sure that the number of the tail wagon
Perform a reduced brake test.
If a violation of the integrity of the brake line of the train is detected due to
for malfunctions of the brake equipment of wagons and the impossibility of its
removal, the locomotive crew is obliged to:
- upon agreement with DSC, order an auxiliary locomotive from the tail
trains for the withdrawal of the tail section from the haul , or request workers
wagon economy for troubleshooting;
If the end valve is closed to the faulty wagon, carry out
fixing the tail section of the train from a faulty car, according to the norm
fastening.
2.8. The procedure for detecting the separation (gap) of the train.
If, during the inspection of the train, a self-uncoupling or a break in automatic couplers is detected,
assistant driver must:
Take measures to secure the detached part of the train by laying
brake shoes on the side of the slope and by actuating the existing
hand brakes of freight cars, according to the norms of fastening;
In a passenger train, through the conductors of the carriages, actuate
hand brakes of each car of the detached part;
Make sure that the number of the last car of the unhooked group
corresponds to the number indicated in the certificate of form VU-45;
Report to the driver about securing the uncoupled wagons, the distance
between them, the condition of their couplers and brake hoses. After receiving information from the assistant driver, the driver coordinates further actions with the DSC.
In case of self-uncoupling, the locomotive crew must:
If possible, connect the train with the speed of settling
Train lines
The main reasons for the violation of the integrity of the brake line of the train are:
Separation of the brake hoses or other violation of the integrity of the brake line as part of the train;
Breakage (self-release) of the automatic coupler as part of the train;
Rolling stock derailment in violation of the integrity of the brake line;
Failure of the stop valve in a passenger train.
Signs of a pressure drop in the brake line of a train are:
Decrease in speed that does not correspond to the track profile;
Frequent switching on of compressors;
Rapid pressure drop in the main tanks after turning off the compressors when the sandboxes and typhons are not working;
Operation of the brake line break indicator with sensor No. 418.
The main control over the integrity of the brake line of the train is carried out by the driver using control devices located in the control cabin.
The driver's procedure for the appearance of signs of a violation of the integrity of the brake line of the train. The order of inspection of the train
If there are signs of a violation of the integrity of the brake line on a passenger (mail-luggage, passenger-and-freight) train, the MVPS driver must apply emergency braking by setting the driver’s crane handle to the emergency braking position, and the auxiliary brake handles to the extreme braking position to a complete stop. When applying emergency braking, it is mandatory to use a sand supply system under the wheelsets. The supply of sand must be stopped at a speed of 10 km/h.
If, when a freight train is moving, its speed does not decrease without activating the brakes, but there are signs of a violation of the integrity of the brake line, the driver must immediately turn off the traction, turn the driver’s crane handle to position III (overlapping without power) for 5-7 seconds and monitor the pressure in the brake line.
If at the same time there is no rapid, continuous pressure drop in the brake line, apply the braking stage, release the brakes, report this to the DSP (DNTs).
If at the same time there is a rapid, continuous pressure drop in the brake line, apply the service braking stage, after which the driver’s crane handle should be moved to the 3rd position and the train stopped without applying the auxiliary brake of the locomotive. After the train has stopped, the driver’s assistant is obliged to inspect the train, check the number of the tail car with the brakes indicated in the certificate for the provision of the train, check the guard of the tail car, check the integrity of the brake line and carry out an abridged test of the brakes on two tail cars. Upon arrival at the locomotive, the assistant driver must report the results of the check.
When the train stops due to a pressure drop in the brake line, the driver must send an assistant driver to inspect the train, after instructing him on the procedure.
Before leaving to inspect the train, the assistant driver must:
Write out the number of the tail car from the certificate of brakes form VU-45;
Take signal accessories with you, a lantern at night;
When stopping a freight train on an unfavorable profile, take a brake shoe to secure the wagons.
To determine the cause of the pressure drop in the brake line, inspect the entire train. Having reached the last car, check it with the number indicated in the certificate for providing the train with brakes, make sure that there are tail signals on the car, and also that the end valve is in the closed position, and the brake line hose is hung on a bracket (in a passenger train, additionally check with the conductor of the tail car).
Inspection of a passenger train is carried out jointly with the head of the train or train electrician.
After stopping as a result of emergency braking with a passenger train, the locomotive crew is obliged to send a message to the employees involved about the place and reasons for the stop.
Through the head of the train, notify the train crew of the need to listen more carefully to the train after departure and transfer information to the locomotive driver in case of deficiencies.
If emergency braking was applied at speeds above
A 10 km/h locomotive crew, after eliminating the cause of braking, upon readiness, leaves in the established order and follows at a distance of 800 m from the parking lot at a speed of no more than 25 km/h.
If during the time of traveling at a speed of not more than 25 km / h information about extraneous sounds of the undercarriage equipment was not received from the head of the train, then following is allowed at a set speed.
When receiving information from the head of the train about extraneous sounds from the undercarriage equipment, stop using the minimum braking stage and inspect the train in the prescribed manner.
The head of the train is obliged to provide an act on the reason for the failure of the stop valve.
The order of actions of the locomotive crew in case of insufficient braking effect (brake failure)
If, after the first stage of braking, the initial effect is not obtained in a passenger train within 10 s, in an empty freight train up to 400 axles and a freight-passenger train within 20 s, in other freight trains within 30 s, immediately perform emergency braking and take all measures to stop the train.
In the absence of a braking effect after applying emergency braking, the driver must take all measures to stop the train:
Move the double traction valve to the emergency braking position;
Activate the stop valve, emergency discharge valve buttons, emergency braking valves (on the series of locomotives where they are installed);
Call autostop braking, for which:
turn off the EGR if there is no pressure in the brake cylinders or the impulse line of the locomotive equipped with the KOH device;
turn off the EPC and turn it on without pressing the RB button;
turn off the EPK in the absence of pressure in the brake cylinders or the impulse line on the locomotive equipped with the KOH device;
press and hold the RB button on a locomotive equipped with ALSN or KPD;
turn off the power switch KLUB-U with the EPC turned on; turn off the ALSN circuit breakers or the "locomotive signaling" button when the EPK is on;
Apply electric braking on those series of locomotives, where provided. In this case, the locomotive brake must be released. It is not allowed to simultaneously apply pneumatic and electric braking on electric locomotives and diesel locomotives in cases not provided for by the locomotive scheme;
In a passenger train, transmit via radio communication a request to the head of the train about the need to activate the stop cranes and hand brakes of the train, and if it is impossible to communicate via radio, give the signal “Three long” (requirement for train crew employees to activate the hand brakes of the train);
If the attempt to stop the train is unsuccessful, give a general alarm signal and, via train radio communication, additionally inform the DSP in front of the station or DNC about what happened so that they can take measures to freely receive the train to the station or let the train pass through the station.
After the train stops, the driver must:
Fix the auxiliary brake valve in the extreme braking position and put it on the lock;
In accordance with the established procedure, report to the DSC or DSP of the nearest station, as well as to the drivers of the following trains, about the reason for the stop;
To find out the reason for the unsatisfactory operation of the automatic brakes, check their operation for each car;
If, according to the results of this check, the reason for the unsatisfactory operation of the autobrakes is not revealed, inform the DSC directly or through the DSP about the need to conduct a control check of the brakes.
Taking into account the profile of the track and ensuring traffic safety, the driver and DNC jointly determine the station at which the control check will be carried out, and the order of the train to this station based on a registered order transmitted to the driver via train radio communication.
The control check of the brakes is carried out jointly by employees of the locomotive, wagon (or passenger facilities in a passenger train).
When the train moves to the station, the driver must:
With a green traffic light, drive at a speed of no more than 40 km / h:
Traffic lights with a yellow indication proceed at a speed of no more than 20 km / h;
When following a traffic light with a prohibitory indication, stop the train at a distance of 400-500 m before the traffic light, followed by pulling up at a speed of no more than 5 km/h.
In case of insufficient braking effect (the presence of a slow decrease in speed, an increase in the braking distance at the place of speed reduction by 10 km/h), the driver stops the train by emergency braking and orders a control check of the brakes. In winter, the braking distance can be increased by 250 m.
After charging and releasing the automatic brakes, the driver performs service braking with the operator's crane handle set to the 4th position. The assistant driver inspects the train to identify the cause of the unsatisfactory operation of the brakes, checks the brake equipment of the cars, the presence of air in the brake line of the train, the output of the rods from the cars and their compliance with the standards. If the reason for the insufficient braking effect is not clarified, it is allowed to drive such a train to the station, in agreement with the train dispatcher, to conduct a control check of the brakes, at a speed that ensures traffic safety, taking into account the profile and characteristics of the section.
When a malfunction is detected and eliminated, the driver informs the duty officer of the nearest station about it, and in sections with dispatcher centralization to the train dispatcher (hereinafter referred to as DNC), and after agreeing on further actions, resumes movement with a brake test on a favorable track profile or in a specified place.
2.1. The main causes of pressure drop in the brake line of a train are:
Separation of the brake hoses or other violation of the integrity of the brake line as part of the train;
Breakage (self-release) of the automatic coupler as part of the train;
Rolling stock derailment in violation of the integrity of the brake line;
Failure of the stop valve in a passenger train.
2.2. Signs of a pressure drop in the brake line of a train are:
Decrease in speed that does not correspond to the track profile;
Frequent switching on of compressors;
Rapid pressure drop in the main tanks after turning off the compressors when the sandboxes and hyphons are not working;
Operation of the brake line break indicator with sensor No. 418.
The main control over the integrity of the brake line of the train is carried out by the driver using control devices located in the control cabin.
2.3. The procedure for the train driver in the event of a pressure drop in the brake line of a passenger train, MBPS.
In the event of a pressure drop in the brake line of a passenger (mail-luggage, passenger-and-freight) train, the MVPS driver must apply emergency braking by setting the driver’s crane handle to the emergency braking position, and the auxiliary brake handle to the extreme braking position until it stops completely. When applying emergency braking, it is mandatory to use a sand supply system under the wheelsets. The supply of sand must be stopped at a speed of 10 km/h.
2.4. The procedure for the driver in case of pressure drop in the brake line of a freight train.
If, when a freight train is moving, its speed does not decrease without activating the brakes, but there are signs of a possible rupture of the brake line, the driver must immediately turn off the traction, turn the driver’s crane handle to position III (overlapping without power) for 5-7 seconds and monitor the pressure in the brake line, while:
If there is a rapid and continuous drop in pressure in the brake line or a sharp slowdown in the movement of the train that does not correspond to the track profile, perform service braking, after which the driver’s crane handle should be set to the IG position and stop the train without applying the auxiliary brake of the locomotive;
If there is no rapid and continuous decrease in pressure in the brake line and a sharp deceleration of the train, perform service braking by the value of the first stage, then release the brakes in the prescribed manner;
In the event of repeated braking of the train due to spontaneous operation of the automatic brakes in the train, brake and release the automatic brakes in accordance with the established procedure, informing the DSC or DSP about this and declare a control check of the automatic brakes, agreeing with the DSC station for its implementation.
2.5. The procedure for transmitting information about a train stopping due to a pressure drop in the brake line.
In the event of a forced stop of the train due to a drop in pressure in the brake line, the driver (assistant driver) is obliged, in accordance with the established procedure, to announce by radio the place and reason for the stop of the train, indicating that there is no information about the presence of the gauge of the rolling stock.
2.6. The order of inspection of the train.
When the train stops due to a pressure drop in the brake line, the driver must send an assistant driver to inspect the train, after instructing him on the procedure.
Before leaving to inspect the train, the assistant driver must:
Write out the number of the tail car from the certificate of brakes form VU-45;
Take signal accessories with you, a lantern at night;
- when stopping a freight train on an unfavorable profile, take a brake shoe to secure the wagons;
To determine the cause of the pressure drop in the brake line, inspect the entire composition of the train;
Having reached the last car, check it with the number indicated in the VU-45 form certificate, make sure that there are tail signals on the car, and that the end valve is in the closed position, and the brake line hose is hung on a bracket (in a passenger train, additionally check with the conductor of the tail car).
Inspection of a passenger train is carried out jointly with the head of the train or train electrician.
2.7. The procedure for disconnecting the brake hoses or other violation of the integrity of the brake line as part of the train.
When detecting the separation of the brake hoses, the locomotive crew is obliged:
Inspect them, if necessary, replace (remove from the tail car or locomotive) and connect, making sure that the number of the tail car corresponds to the number indicated in the certificate form VU-45;
Perform a reduced brake test.
If a violation of the integrity of the brake line of the train is detected due to a malfunction of the brake equipment of the cars and the impossibility of eliminating it, the locomotive crew is obliged:
Upon agreement with the DSC, order an auxiliary locomotive from the tail of the train to remove the tail section from the haul, or request employees of the carriage department to eliminate the malfunction;
If the end valve is closed to the faulty car, secure the tail section of the train from the faulty car, according to the fixing norm.
2.8. The procedure for detecting the separation (gap) of the train.
If, during the inspection of the train, a self-uncoupling or a break in automatic couplers is detected,
assistant driver is required;
Take measures to secure the unhooked part of the train by laying the brake shoes on the side of the slope and actuating the existing hand brakes of freight cars, in accordance with the norms of securing;
In a passenger train, through the conductors of the cars, activate the hand brakes of each car of the unhooked part;
Make sure that the number of the last car of the detached group corresponds to the number indicated in the VU-45 certificate;
Report to the driver about securing the uncoupled cars, the distance between them, the condition of their automatic couplers and brake hoses.
After receiving information from the assistant driver, the driver coordinates further actions with the DSC.
In case of self-uncoupling, the locomotive crew must:
If possible, connect the train with the speed of upsetting the head of the train no more than 3 km/h;
- replace damaged brake hoses with spare ones, and in case of their absence, remove them from the tail car or the front beam of the locomotive;
After the train has been coupled, perform a short brake test on the action of the brakes of the two tail cars.
The procedure for further actions in case of disconnection (break) of the train is determined by paragraphs 7.9. - 7.13. IDP.
If it is impossible to connect the train composition, the driver must request an auxiliary locomotive at the tail of the train.
When withdrawing part of the train from the haul, it is necessary to protect the tail car of the withdrawn part of the train with an unfolded yellow flag at the buffer beam on the right side, and at night with a yellow light of a lantern and record the numbers of the tail cars of the remaining part of the train and the output.
In the event of a break in the automatic coupling devices of the wagons, the driver is obliged to declare a control check of the brakes.
2.9. Procedure for detecting derailment of rolling stock.
When detecting a derailment of rolling stock, the assistant driver is obliged to immediately secure the tail section of the train, in accordance with the norms of securing, fencing the place of derailment, in accordance with the norms of fencing, and report to the train driver.
The train driver, having received information about the derailment of the rolling stock, is obliged:
Turn on the red lights of the buffer lights;
Ensure that the train is fenced in accordance with the established procedure;
Report to the DSC (chipboard limiting the stage);
after a personal inspection of the place of gathering, transfer the following information to the DSC (chipboard limiting the stage): are there any casualties, the presence of a clearance on the adjacent track,
indicate exactly at what kilometer and picket the derailment occurred, the nature of the terrain, whether there are entrances to the railway track,
how many units of rolling stock have derailed (is there a derailment of the locomotive),
data on the state of the contact network and contact network supports;
In the future, be guided by the instructions of the DNC.
2.10. The procedure for detecting a breakdown of the stop crane in a passenger train.
If during the inspection of a passenger train it turns out that the pressure drop in the brake line occurred due to the breakdown of the stop valve, then further inspection is not carried out. The locomotive driver acts on the basis of the decision on further movement made by the head of the train. The locomotive driver must receive an act of the established form, which is drawn up by the head of the train on the fact and on the reasons for the failure of the stop valve.
3. The order of actions in case of detection of a malfunction - "push" on the way.
3.1. Upon detection of a lateral, vertical "push" along the way, the train driver must:
Apply service braking and closely monitor the condition of the rolling stock until the train stops;
If, when traveling with a train, a track malfunction is detected that directly poses a threat to traffic safety (rail break, track erosion, landslide, snow drift, track ejection, etc.), apply emergency braking, taking all possible measures to stop the train to a dangerous place;
Immediately inform the drivers of the following or oncoming trains (when a threat to the safety of traffic on the adjacent track is created), the chipboard limiting the haul, or the DNC in the form:
"Attention, attention! Listen, everyone! I, the driver (surname) of train N .... on .....
km picket detected a "push" (lateral, vertical or knock, etc.) when
speed ...... km/h. I have no information about the presence of the gauge on the adjacent track
(or has).
When traveling with a passenger train, transfer information about the reason for the stop to the head of the train.
Get confirmation that the information about the “jolt” was perceived by the drivers following the oncoming and oncoming trains, as well as the chipboard that limits the haul.
3.2. Chipboard, having received a message from the driver about the presence of a "push" on the way, is obliged to stop the departure of passing trains to the haul along the specified path, inform the drivers of trains sent from the station earlier and the road foreman (foreman of the track) about the "push" on the way.
3.3. After stopping the passenger train, it is inspected by the driver together with the head of the train. Inspection of other trains is carried out by the train driver.
3.4. If, during the inspection of the train, no malfunctions of the locomotive, wagons and the track under the train were detected, after the report of the chipboard on the results of the inspection, movement is allowed at a speed of not more than 20 km / h. After passing through a dangerous place, the entire train should proceed at a set speed.
3.5. If the cause of the push was: a broken rail, washout of the track, collapse, throwing of the track and other track malfunctions that threaten the safety of train traffic, further train movement through the dangerous place is allowed only after inspection of this place by a track worker (position no lower than foreman) and a mandatory record by him in form DU-61 on the possibility of following a dangerous place indicating the speed of movement.
If the train is stopped at a broken rail, along which, according to the conclusion of the foreman of the track (entry in the warning form for the DU-6 train]), it is possible to let the train pass, then only the first train is allowed to pass through it. On a broken rail within a bridge or tunnel, the passage of trains in all cases is prohibited.
In the event of an obstacle (washout, landslide, snow drift, loose cargo, etc.) on the adjacent track, the driver must give a general alarm signal (one long and three short ones) and organize its fencing in accordance with the requirements of clause 3.16 of the Signaling Instruction on the railways of the Russian Federation dated May 26, 2000 No. TsRB-757.
3.6. The train driver, who detected a track malfunction, in the event of a radio communication malfunction, is obliged to take all possible measures to transmit the relevant information to the DSP or DNC. In exceptional cases, it is allowed to use cellular communication.
3.7. The drivers of the following trains, having received information about the “push”, are obliged:
Stop the train near the indicated place of the obstacle, make sure that it is possible to proceed further and follow this place with the whole train at a speed that ensures the safety of train traffic, but not more than 20 km/h.
Report malfunctions detected at the obstacle site by radio communication to the drivers of following trains and chipboards, and if a malfunction is detected that threatens traffic safety, stop the train and resume movement only after this malfunction has been eliminated by the track workers.
3.8. The road foreman, and in his absence, the foreman of the track on the first train leaving the station, leaves for the stage and takes the necessary measures to eliminate the malfunction.
2.1. The main causes of pressure drop in the brake line
trains are:
Separation of brake hoses or other violation of integrity
brake line as part of the train;
Breakage (self-release) of the automatic coupler as part of the train;
Rolling stock derailment in violation of the integrity of the brake line;
Failure of the stop valve in a passenger train.
2.2. Signs of a drop in pressure in the brake line of the train
are:
Decrease in speed that does not correspond to the track profile;
Frequent switching on of compressors;
Rapid pressure drop in the main tanks after turning off the compressors when the sandboxes and typhons are not working;
Operation of the brake line break indicator with sensor No. 418.
The main control over the integrity of the brake line of the train is carried out by the driver using control devices located in the control cabin.
2.3. The procedure for the train driver in case of pressure drop in the brake line of a passenger train, MVPS.
In the event of a pressure drop in the brake line of a passenger (mail-luggage, passenger-and-freight) train, the MVPS driver must apply emergency braking by setting the driver’s crane handle to the emergency braking position, and the auxiliary brake handle to the extreme braking position until it stops completely. When applying emergency braking, it is mandatory to use a sand supply system under the wheelsets. The supply of sand must be stopped at a speed of 10 km/h.
2.4. The procedure for the driver in case of pressure drop in the brake line of a freight train.
If, when a freight train is moving, its speed does not decrease without activating the brakes, but there are signs of a possible rupture of the brake line, the driver must immediately turn off the traction, turn the driver’s crane handle to position III (overlapping without power) for 5-7 seconds and monitor the pressure in the brake line, while:
If there is a rapid and continuous drop in pressure in the brake line or a sharp slowdown in the movement of the train that does not correspond to the profile of the track, perform service braking, after which the driver’s crane handle should be moved to position III and stop the train without applying the auxiliary brake of the locomotive;
If there is no rapid and continuous decrease in pressure in the brake line and a sharp deceleration of the train, perform service braking by the value of the first stage, then release the brakes in the prescribed manner;
In the event of repeated braking of the train due to spontaneous operation of the automatic brakes in the train, brake and release the automatic brakes in accordance with the established procedure, informing the DSC or DSP about this and declare a control check of the automatic brakes, agreeing with the DSC station for its implementation.
2.5. The procedure for transmitting information about a train stopping due to a pressure drop in the brake line.
In the event of a forced stop of the train due to a drop in pressure in the brake line, the driver (assistant driver) is obliged, in accordance with the established procedure, to announce by radio the place and reason for the stop of the train, indicating that there is no information about the presence of the gauge of the rolling stock.
2.6. The order of inspection of the train.
When the train stops due to a pressure drop in the brake line, the driver must send an assistant driver to inspect the train, after instructing him on the procedure.
Before leaving to inspect the train, the assistant driver must:
Write out the number of the tail car from the certificate of brakes form VU-45;
Take signal accessories with you, a lantern at night;
When stopping a freight train on an unfavorable profile, take a brake shoe to secure the wagons;
To determine the cause of the pressure drop in the brake line, inspect the entire composition of the train;
Having reached the last car, check it with the number indicated in the VU-45 form certificate, make sure that there are tail signals on the car, and that the end valve is in the closed position, and the brake line hose is hung on a bracket (in a passenger train, additionally check with the conductor of the tail car).
Inspection of a passenger train is carried out jointly with the head of the train or train electrician.
2.7. Procedure for disconnecting brake hoses or other
violation of the integrity of the brake line as part of the train.
When detecting the separation of the brake hoses, the locomotive crew is obliged:
Inspect them, if necessary, replace (remove from the tail car or locomotive) and connect, making sure that the number of the tail car corresponds to the number indicated in the certificate form VU-45;
Perform a reduced brake test.
If a violation of the integrity of the brake line of the train is detected due to a malfunction of the brake equipment of the cars and the impossibility of eliminating it, the locomotive crew is obliged:
By agreement with the DNC, order an auxiliary locomotive from the tail
trains to remove the tail section from the haul, or request wagon workers to eliminate the malfunction;
If the end valve is closed to the faulty car, secure the tail section of the train from the faulty car, in accordance with the norm
fastening.
2.8. The procedure for detecting the separation (gap) of the train.
If, during the inspection of the train, a self-uncoupling or a break in automatic couplers is detected, the assistant driver is obliged;
Take measures to secure the unhooked part of the train by laying the brake shoes on the side of the slope and actuating the existing hand brakes of freight cars, in accordance with the norms of securing;
In a passenger train, through the conductors of the cars, activate the hand brakes of each car of the unhooked part;
Make sure that the number of the last car of the detached group corresponds to the number indicated in the VU-45 certificate;
Report to the driver about securing the uncoupled wagons, the distance
between them, the condition of their couplers and brake hoses.
After receiving information from the assistant driver, the driver coordinates further actions with the DSC.
In case of self-uncoupling, the locomotive crew must:
If possible, connect the train with the speed of settling
the head of the train is not more than 3 km/h;
Replace damaged brake hoses with spare ones, and in case of
absence, remove from the tail car or the front bar of the locomotive;
After the train has engaged, perform a reduced brake test.
by the action of the brakes of two tail cars.
The procedure for further actions in case of disconnection (break) of the train is determined by paragraphs 7.9. - 7.13. IDP.
If it is impossible to connect the train composition, the driver must request an auxiliary locomotive at the tail of the train.
When withdrawing part of the train from the haul, it is necessary to protect the tail car of the withdrawn part of the train with an unfolded yellow flag at the buffer beam on the right side, and at night with a yellow light of a lantern and record the numbers of the tail cars of the remaining part of the train and the output.
In the event of a break in the automatic coupling devices of the wagons, the driver is obliged to declare a control check of the brakes.
2.9. Procedure for detecting derailment of rolling stock.
When detecting a derailment of rolling stock, the assistant driver is obliged to immediately secure the tail section of the train, in accordance with the norms of securing, fencing the place of derailment, in accordance with the norms of fencing, and report to the train driver.
The train driver, having received information about the derailment of the rolling stock, is obliged:
Turn on the red lights of the buffer lights;
Ensure that the train is fenced in accordance with the established procedure;
Report to the DSC (chipboard limiting the stage);
after a personal inspection of the place of descent, transfer the following information to the DSC (chipboard limiting the stage):
Are there any human casualties
the presence of a gauge on the adjacent path,
indicate exactly at what kilometer and picket the derailment occurred, the nature of the terrain, whether there are entrances to the railway track,
how many units of rolling stock have derailed (is there a derailment of the locomotive),
data on the state of the contact network and contact network supports;
In the future, be guided by the instructions of the DNC.
2.10. The procedure for detecting a breakdown of the stop valve in the passenger
train.
If during the inspection of a passenger train it turns out that the pressure drop in the brake line occurred due to the breakdown of the stop valve, then further inspection is not carried out. The locomotive driver acts on the basis of the decision on further movement made by the head of the train. The locomotive driver must receive an act of the established form, which is drawn up by the head of the train on the fact and on the reasons for the failure of the stop valve.
1. Procedure in if a malfunction is detected - a "push" on the way.
3.1. Upon detection of a lateral, vertical "push" along the way, the train driver must:
Apply service braking and closely monitor the condition
rolling stock to the train stop;
If, when traveling with a train, a track malfunction is detected that directly poses a threat to traffic safety (rail break, track erosion, landslide, snow drift, track ejection, etc.), apply emergency braking, taking all possible measures to stop the train to a dangerous place;
Immediately inform the drivers of the following or oncoming trains (when a threat to the safety of traffic on the adjacent track is created), the chipboard limiting the haul, or the DNC in the form:
"Attention, attention! Listen to everyone! I, the driver of (last name) of train No. .... at .... km of the picket, detected a "push" (lateral, vertical or knock, etc.) at a speed of .... km /h I don’t have (or have) information about the presence of a clearance on the adjacent track.
When traveling with a passenger train, transfer information about the reason for the stop to the head of the train.
Get confirmation that the information about the "push" is perceived
drivers of following and oncoming trains, as well as chipboard, limiting the haul.
3.2. Chipboard, having received a message from the driver about the presence of a "push" on the way, is obliged to stop the departure of passing trains to the haul along the specified path, inform the drivers of trains sent from the station earlier and the road foreman (foreman of the track) about the "push" on the way.
3.3. After stopping the passenger train, it is inspected by the driver together with the head of the train. Inspection of other trains is carried out by the train driver.
3.4. If, during the inspection of the train, no malfunctions of the locomotive, wagons and the track under the train were detected, after the report of the chipboard on the results of the inspection, movement is allowed at a speed of not more than 20 km / h. After passing through a dangerous place, the entire train should proceed at a set speed.
3.5. If the cause of the push was: a broken rail, washout of the track, collapse, throwing of the track and other track malfunctions that threaten the safety of train traffic, further train movement through the dangerous place is allowed only after inspection of this place by a track worker (position no lower than foreman) and a mandatory record by him in form DU-61 on the possibility of following a dangerous place indicating the speed of movement.
If the train is stopped at a broken rail, along which, according to the conclusion of the foreman of the track (entry in the warning form for the DU-61 train), it is possible to let the train pass, then only the first train is allowed to pass through it. On a broken rail within a bridge or tunnel, the passage of trains in all cases is prohibited.
In the event of an obstacle (washout, landslide, snow drift, loose cargo, etc.) on the adjacent track, the driver must give a general alarm signal (one long and three short ones) and organize its fencing in accordance with the requirements of clause 3.16 of the Signaling Instruction on the railways of the Russian Federation dated May 26, 2000 No. TsRB-757.
3.6. The train driver, who detected a track malfunction, in the event of a radio communication malfunction, is obliged to take all possible measures to transmit the relevant information to the DSP or DNC. In exceptional cases, it is allowed to use cellular communication.
3.7. Drivers of following trains, having received information about the "shock"
are obliged:
Stop the train near the indicated place of the obstacle, make sure that it is possible to proceed further and follow this place with the whole train at a speed that ensures the safety of train traffic, but not more than 20 km/h.
Report malfunctions detected at the obstacle site by radio communication to the drivers of following trains and chipboards, and if a malfunction is detected that threatens traffic safety, stop the train and resume movement only after this malfunction has been eliminated by the track workers.
3.8. The road foreman, and in his absence - the foreman of the track on the first
the train departing from the station, leaves for the haul and takes the necessary measures to eliminate the malfunction.
4. The order of actions of the locomotive crew in case of insufficient braking effect (failure of automatic brakes).
4.1. In case of detection of unsatisfactory operation of autobrakes along the route, insufficient braking effect (if after the first stage of braking the initial effect is not obtained in a passenger train or MVPS within 10 s, in an empty freight train up to 400 axles long and in a passenger-and-freight train within 20 s, in other freight trains within 30 seconds), the driver is obliged to apply emergency braking and take all possible measures to stop the train.
Emergency braking is also applied when the automatic brake test reveals that the required braking effect is not obtained at a distance established by local regulations to reduce the speed by 10 km / h in a freight, freight-passenger train, MVPS and a single locomotive.
In the absence of a braking effect after applying emergency braking, the driver must take all measures to stop the train:
Move the double traction valve to the emergency braking position;
Activate the stop valve, emergency discharge valve buttons, emergency braking valves (on the series of locomotives where they are installed);
Call autostop braking, for which:
turn off the EPK in the absence of pressure in the brake cylinders or the impulse line of the locomotive equipped with the KOH device;
turn off the EPC and turn it on without pressing the RB button;
turn off the EPK in the absence of pressure in the brake cylinders or the impulse line on the locomotive equipped with the KOH device;
press and hold the RB button on a locomotive equipped with ALSN or KPD;
turn off the power switch KLUB-U with the EPC turned on;
turn off the ALSN circuit breakers or the "locomotive signaling" button when the EPK is on;
Apply electric braking on those series of locomotives, where provided. In this case, the locomotive brake must be released. It is not allowed to simultaneously apply pneumatic and electric braking on electric locomotives and diesel locomotives in cases not provided for by the locomotive scheme;
In a passenger train, transmit via radio communication a requirement to the head of the train about the need to activate the stop cranes and hand brakes of the train, and if it is impossible to communicate via radio, give the “Three short” signal (the requirement for train crew members to activate the hand brakes of the train);
If the attempt to stop the train is unsuccessful, give a general alarm signal and, via train radio communication, additionally inform the DSP in front of the station or DNC about what happened so that they can take measures to freely receive the train to the station or let the train pass through the station.
4.2. After the train stops, the driver must:
Fix the auxiliary brake valve in the extreme braking position and put it on the lock;
In accordance with the established procedure, report to the DSC or DSP of the nearest station, as well as to the drivers of the following trains, about the reason for the stop;
To find out the reason for the unsatisfactory operation of the automatic brakes, check their operation for each car;
If, according to the results of this check, the reason for the unsatisfactory operation of the autobrakes is not revealed, inform the DSC directly or through the DSP about the need to conduct a control check of the brakes.
Taking into account the profile of the track and ensuring traffic safety, the driver and DNC jointly determine the station at which the control check will be carried out, and the order of the train to this station based on a registered order transmitted to the driver via train radio communication.
The control check of the brakes is carried out jointly by employees of the locomotive, wagon (or passenger facilities in a passenger train).
4.3. When the train moves to the station, the driver must:
With a green traffic light, drive at a speed of no more than 40 km / h:
Traffic lights with a yellow indication proceed at a speed of no more than 20 km / h;
When following a traffic light with a prohibitory indication, stop the train at a distance of 400-500 m before the traffic light, followed by pulling up at a speed of no more than 5 km/h.
4.4. In the event that the identified cause of the failure of the automatic brakes cannot be eliminated, the locomotive crew is obliged:
Secure the train from leaving with brake shoes;
Apply hand brakes (if necessary);
The further procedure for the withdrawal of the train from the haul is to be determined jointly with the DNC.
The train, in order to provide brake pressure sufficient for safe removal from the haul, can be deduced using several locomotives with their attachment to the train, or in parts, with the provision of each part of the train deduced from the haul with brake pressure, ensuring traffic safety.
locomotive brigade on the procedure for emergency and non-standard situations due to a violation of the normal operation of auto brakes 2011
1. Procedure in case of signs of violation of the integrity of the brake line of the train
1.1. The main causes of pressure drop in the brake line of a train are:
Separation of the brake hoses or other violation of the integrity of the brake line as part of the train;
Breakage (self-release) of the automatic coupler as part of the train;
The assistant driver with 2 brake shoes moves forward to lay them on the rails, in compliance with personal safety measures. The driver leaves the locomotive in compliance with personal
security.
3.3. Message: “The wagons left on the neighboring track”:
Apply emergency braking, at the same time confirm the received message and specify the departure time;
Direct the assistant driver forward to install the brake shoes on the rails on the adjacent track. The installation of brake shoes is carried out on both rails and by adding soil to the zone of contact between the wheel and the nose of the brake shoe in order to reduce the likelihood of the brake shoe knocking out when the wheel runs over;
Report by radio about the forced stop and report to the DSC (DSP) on the measures taken.
4. Procedure in case of overpressure in the brake line of a passenger train
4.1. In case of unauthorized overpressure in the brake line of a passenger train, the TM recharge is eliminated after it is stopped by the braking stage with the surge tank discharged by 0.3-0.5 kg/cm2. In this case, the driver must:
In case of TM recharging up to 6 kgf/cm2, perform service braking with discharge up to 4 kgf/cm2 and release the brakes with overpressure in the UR up to 5.3-5.4 kgf/cm2 (this pressure value is 0.2-0.3 kgf/cm2 is higher than the pressure remaining in the reserve tank of the car with the smallest rod output);
In case of recharging the line up to 7 kgf/cm2, brake by reducing the pressure to
5 kgf/cm2, after 15-20s, release the brakes by increasing the pressure to 6.2-6.3 kgf/cm2, and after 1-1.5 minutes again perform braking by reducing the pressure in the UR to 4 kgf/cm2 and release the brakes by increasing the pressure to 5.3-5.4 kgf/cm2;
In the case of recharging up to 8 kgf / cm2, perform three braking, each time reducing the pressure by
2 kgf/cm2 and increasing it during tempering by 1.2 kgf/cm2 after 1-1.5 minutes.
If the brake line is recharged above the compressor cut-in pressure, take into account that when the pressure in the GR drops below the TM recharge pressure, the brakes in the train will work. After restoring charging pressure, the driver must send an assistant driver to the tail of the train to check the release of the brakes. If, during the test, individual cars do not release the brakes, the driver's assistant must release the brakes by venting air from the reserve tanks through the release valve. After charging the train brakes, the train driver must brake with a discharge of HM by 0.5-0.6 kg/cm2 and release the brakes. The driver's assistant, when moving from the tail car to the locomotive, is obliged to check the release of all cars in the train.
5. The order of actions of the locomotive crew when recharging the brake line as part of a freight train.
5.1. When controlling the brakes of a freight train (air distributors are set to flat mode) and overpressure in the brake line, the driver must check the accuracy of setting the driver's crane handle to the 2nd position. Provided that the stabilizer of the driver's crane is correctly adjusted at a rate of 0.2 kg / cm2 in 80-120 seconds and the density of the equalizing piston is satisfactory, the pressure will decrease to the charging one automatically.
5.2. If during the transition to normal charging pressure it becomes necessary to apply control braking or spontaneous operation of the automatic brakes of the train occurs, the driver must:
Stop the train by discharging the brake line by the value of the first stage 0.6-0.7 kg/cm2;
After the train stops, reduce the pressure in the brake line to 3.5 kg/cm2 and after
1 minute when the brake compressor is running and the maximum pressure in the supply line, release the brakes by increasing the pressure in the surge tank to 5.8 - 6.5 kg/cm2
5.3. The driver's assistant must:
Inspect the train, while making sure that the brakes of each car are released;
If wagons with unreleased brakes are detected, release manually by discharging the working chamber of the air distributor;
Upon arrival at the tail of the train, purge the brake line;
At the end of the purging of the brake line, together with the driver, perform a short test of the brakes for the operation of 2 tail cars by discharging the brake line along
surge tank pressure gauge by 0.6 - 0.7 kg / sq. cm;
Write down the number of the tail car and make sure that there is a tail signal;
Returning to the locomotive, check the release of the brakes of each car.
5.4. When recharging the brakes of a freight train with air distributors set to mountain mode, they are released after stopping by manually discharging the working chamber.
5.5. If overpressure is detected along the route when the valve handle is in the 2nd position, the driver must move the driver’s crane handle to the 4th position, while:
If the pressure growth has stopped, then, according to the conditions of control and at your own discretion, while monitoring the state of the train, continue moving to the first station, alternating the 2nd and 4th positions, provided that you can maintain a constant pressure in the TM within 5.0 -5.2 kg/sq. cm;
If during the movement of the train there is a slowdown in speed that does not correspond to the profile of the track, immediately stop the train with a service brake to inspect it;
If the increase in pressure in the UR and TM has not stopped, in order to be able to follow to the nearest station, while the driver’s crane handle is in the 2nd position, increase the rate of elimination of overcharge pressure by tightening the stabilizer spring clockwise and, if this is not enough, gradually loosen the valve plug at the top of the stabilizer.
6. The procedure for the train dispatcher and the station attendant in the event that the train heading to the station lost control of the brakes or when the cars left the station for haul
6.1. Upon receiving a message about a train that has lost control of the brakes, the DSP is obliged, depending on the train situation and if there is a free track at the station, to immediately prepare a route for receiving a train on a free track and, in agreement with the DSC, take one of
the following solutions:
Arrange by all possible means to stop the train (installation of brake shoes, use of a locomotive, etc.);
If it is impossible to stop the train, ensure its passage to the next free stage;
Direct the train to a catching, safety dead end or to other tracks on which it is possible that the train will stop or the degree of subsequent severe consequences may be reduced;
in the absence of free tracks, catching, safety dead ends and sidings, as well as the impossibility of stopping the train using brake shoes or a locomotive,
direct the train to one of the tracks occupied by rolling stock, in which there are no wagons with people loaded with explosives and other dangerous goods, while using all types of communication, inform the workers located on the territory of the station and, especially, in the zone of impending danger,
associated with the reception of an uncontrolled train. Regardless of the possibility of stopping the train on the haul, the actions of the station workers where the uncontrolled train follows are similar
listed.
If there is a train of the opposite direction on the stage (or the track of a multi-track section), then the DSC and DSP are obliged to bring the situation to the driver of this train by any possible means.
6.2. In case of departure of wagons from the station to the haul, DSP, having received information about the departure of wagons, is obliged to:
Immediately inform all employees on the tracks about this, and the latter - to take measures to detain the wagons;
If it was not possible to detain the departed wagons, immediately notify the DSC, DSP of the neighboring station about this and inform the train drivers located on the haul. The duty officer at the station towards which the wagons departed, having received a message, is obliged to:
Prepare a route for receiving wagons on the safest path (to a safety dead end, exhaust path, in the direction of the dropping device);
Prepare brake shoes for detaining wagons;
Warn station workers and crossing attendants;
To prevent wagons from entering the track occupied by a passenger train, using all means for this purpose, up to the departure of a locomotive or a locomotive with wagons towards the moving wagons.
